6/30 C-152 N69011 Lou Lou Touch&go's landings: 12 1.4 hr ZC
1:00 Met Zach at the plane just outside Air Center One. I watched him fill up the fuel tanks. When I went out to preflight, I skipped the hop up on top to look in. When he came out he did a quick but complete walk around the plane, not touching, but looking at everything. He DID hop up on top to check those tanks that he'd just filled. Instructive. I like it.
I'm not sure whether Zach knew both reasons I was going up with him. (I know the other guys were wondering). I only addressed one of them with Zach. I told him I was having trouble at the final approach and landing, esp. flare and control at the last. This was a good idea, to go up with someone else.
I talked thru everything I was doing, which might be useful to do more of, anyway. I'm going to make a quick list of little things that we tried/did/talked about today, so I don't forget.
Hot weather: Instead of priming, pump the throttle in/out/in/out just before starting it. It worked like a charm, unlike the other day when I felt as if I was out with my lawn mower, which laughs at me when I try to start it.
Hot weather: 10º flaps on takeoff.
Go up to 1000ft. before beginning turn on climbout (we didn't, but he does.)
Before turn to base, pitch for 80 knots, even if it's a gain in airspeed. 70 knots on turn to final, 60 on approach.
Use of power on landing--ballooning,
There was a lot more. I should have made notes sooner. It was an comfortable session.
The real payoff: Displaced thresholds <--------- !!!!!!! Mystery solved, embarrassing as it is.
I solemnly promise (and I feel capable of promising this, now) that I am not going to get caught in any more "miscommunications" like that.
By the book.
"It sure was good to get down and open the windows!"--ZC
Saturday, June 30, 2007
Friday, June 29, 2007
Pilot's logbook
6/29 Touch & Go's at Bowman Field
Runway 24. Crosswind landings.
(Twilight Zone theme here) Pattern too big. Pulled it in, turn downwind just over Watterson, turn base w. KT practically under. Hardest was trying to correct for drift, either not enough or overcorrected. Mike had to save two of them. Broke glide slope as often as not. Or came in too high.
As soon as you figure out you're too high, too low, drifting, correct immediately. Use right aileron, left rudder for forward slip to landing.
End--long taxi all the way to G, pull across the line, clean up the plane, contact tower same as usual.
This Saturday I'll fly with Zach for a short session.
Lisa sent Mike out to catch me with an Air Center One shirt. "Real pilots do props."
ps. We didn't do "six."
pps. "This mother's going flying."
Runway 24. Crosswind landings.
(Twilight Zone theme here) Pattern too big. Pulled it in, turn downwind just over Watterson, turn base w. KT practically under. Hardest was trying to correct for drift, either not enough or overcorrected. Mike had to save two of them. Broke glide slope as often as not. Or came in too high.
As soon as you figure out you're too high, too low, drifting, correct immediately. Use right aileron, left rudder for forward slip to landing.
End--long taxi all the way to G, pull across the line, clean up the plane, contact tower same as usual.
This Saturday I'll fly with Zach for a short session.
Lisa sent Mike out to catch me with an Air Center One shirt. "Real pilots do props."
ps. We didn't do "six."
pps. "This mother's going flying."
Wednesday, June 27, 2007
Pictures -- 1st solo
Pictures. What fun! The actual event was at Clark County Airport, but pictures happened after we got back to Bowman Field. Meet my CFI, Mike Bingham.
Zach gets credit for photography.
That's one of the planes I fly: N89933, and my name going up on the board at Air Center One, and my shirt being cut (an aviation tradition). Afterwards, Mike, Neill and I went to Mazzoni's for oysters (a Louisville tradition).
Pilot's logbook
Prep: Gleim:
Finish & take Chapter 5 Airplane Performance,Weight & Balance 82%
Work thru and take Chapter 6 Aeromedical Factors & Aeronautical Decision Making 93%
Work thru Chapter 7 Aviation Weather.
Six nifty flash cards: Runway too high, too low, just right, 1600ft out& 100 ft hi, 800ft out &50 ft hi, 400 ft out and 25 ft off ground.
We went to Clark County for touch-and-go's. I did the first, then asked Mike to do six. (the "magic" six). Then I went again. Hand position.
At some point I started coming out on final in the same place every time. Mike said do it again a couple more times and we'd go full stop.
First solo:
We stopped, and Mike reminded me of what I was going to do. Two touch-and go's, if I didn't feel like the second, make it one. "Use the checklist."
Runup: the oil pressure didn't go into the green in 30 seconds, or even longer. I turned it off and restarted. It felt like me and the lawn mower. Second time, same thing--sitting just barely above the red. (Well, I did just burn up the engine on my car last week. I'm a born-again believer in oil warnings.) So I shut down, got out of the plane, said something to some guys right near us, and started to walk toward Hap's. Mike was coming, walking pretty fast, but I have to say it again, he sure has the handle on body language. I can't imagine what he was thinking, but you'd never know it from his manner.
Well, Mike got it to run in the green, and we said ok. There wasn't any problem.
The hardest part was figuring out the taxiway, not that there's ANYTHING tricky about it, but I'd never been on the ground at Clark County before. Right before I was going to take the taxiway, a small jet took off on the runway in the opposite direction than I was planning to take. I was trying to figure out the ramifications of that, when I hear a quiet voice I don't recognize on the radio, "Maggie, take runway 18." Kindof like "Feel the force, Luke." I was grateful for that one.
Once I got on the runway, it was home free. The plane felt different, lighter. I'd wondered whether I'd be scared or nervous, but actually it just seemed right. Pretty darn good. So I did one touch & go, and once around again for full stop.
Back to Bowman Field, it started to rain (thunderstorms coming in). I waylaid Zach to take our pictures, which I'll post here as soon as I get them developed.
Thunderstorms meant even Mike wasn't going to be able to fly, so he and Neal and I went over to Mazzoni's to celebrate. Oysters.
Tomorrow it will most likely be raining. I set up a session with Zach for Saturday, and am looking forward to cross country to Columbus, In.
Big rainbow on the way home.
Pretty cool.
Finish & take Chapter 5 Airplane Performance,Weight & Balance 82%
Work thru and take Chapter 6 Aeromedical Factors & Aeronautical Decision Making 93%
Work thru Chapter 7 Aviation Weather.
Six nifty flash cards: Runway too high, too low, just right, 1600ft out& 100 ft hi, 800ft out &50 ft hi, 400 ft out and 25 ft off ground.
We went to Clark County for touch-and-go's. I did the first, then asked Mike to do six. (the "magic" six). Then I went again. Hand position.
At some point I started coming out on final in the same place every time. Mike said do it again a couple more times and we'd go full stop.
First solo:
We stopped, and Mike reminded me of what I was going to do. Two touch-and go's, if I didn't feel like the second, make it one. "Use the checklist."
Runup: the oil pressure didn't go into the green in 30 seconds, or even longer. I turned it off and restarted. It felt like me and the lawn mower. Second time, same thing--sitting just barely above the red. (Well, I did just burn up the engine on my car last week. I'm a born-again believer in oil warnings.) So I shut down, got out of the plane, said something to some guys right near us, and started to walk toward Hap's. Mike was coming, walking pretty fast, but I have to say it again, he sure has the handle on body language. I can't imagine what he was thinking, but you'd never know it from his manner.
Well, Mike got it to run in the green, and we said ok. There wasn't any problem.
The hardest part was figuring out the taxiway, not that there's ANYTHING tricky about it, but I'd never been on the ground at Clark County before. Right before I was going to take the taxiway, a small jet took off on the runway in the opposite direction than I was planning to take. I was trying to figure out the ramifications of that, when I hear a quiet voice I don't recognize on the radio, "Maggie, take runway 18." Kindof like "Feel the force, Luke." I was grateful for that one.
Once I got on the runway, it was home free. The plane felt different, lighter. I'd wondered whether I'd be scared or nervous, but actually it just seemed right. Pretty darn good. So I did one touch & go, and once around again for full stop.
Back to Bowman Field, it started to rain (thunderstorms coming in). I waylaid Zach to take our pictures, which I'll post here as soon as I get them developed.
Thunderstorms meant even Mike wasn't going to be able to fly, so he and Neal and I went over to Mazzoni's to celebrate. Oysters.
Tomorrow it will most likely be raining. I set up a session with Zach for Saturday, and am looking forward to cross country to Columbus, In.
Big rainbow on the way home.
Pretty cool.
Monday, June 25, 2007
Pilot's logbook
6/25 C-152 N69011 Lou Lou Touch & Go's Landings: 10 1.4 hr MB
prep: Gleim this morning: Pressure Altitude section, 2nd time, it was easy. The only mistakes were a couple of arithmetic and simple copying errors.
The Weights and Balance section was slower going. It's not really hard, just poky until you figure out what the angles and contexts are. I didn't finish it, maybe tonight.
(Seems like I must have done something else. A little gardening and housework. Oh yeah, I also spent time working on a couple of recordings, Resurrexi and Taylor's last session as a cantor, and two recordings of eclectic "feel good" stuff for a gift. Some of this really put me back into a different mode.)
5:00 Another inconsistent session. Bounced between breaking the glide slope 4 times in a row to too high, too high. Mostly too low. Pattern not safe.
"It gets pretty quiet in there."
Considerable right rudder on takeoff.
No left rudder in the turn downwind.
Need to slow it down by bringing the nose level sooner--you're doing it at 5 or 6 feet,I'd like it sooner, but it works for you.
"The angle"--get out far enough. Be high enough to make decisions.. power, flaps, (don't be losing 400 feet in the turn to base).
Breaking glide slope on checkride is a fail.
If you actually stall 20 feet above the runway and come down flat, you can break your back.
prep: Gleim this morning: Pressure Altitude section, 2nd time, it was easy. The only mistakes were a couple of arithmetic and simple copying errors.
The Weights and Balance section was slower going. It's not really hard, just poky until you figure out what the angles and contexts are. I didn't finish it, maybe tonight.
(Seems like I must have done something else. A little gardening and housework. Oh yeah, I also spent time working on a couple of recordings, Resurrexi and Taylor's last session as a cantor, and two recordings of eclectic "feel good" stuff for a gift. Some of this really put me back into a different mode.)
5:00 Another inconsistent session. Bounced between breaking the glide slope 4 times in a row to too high, too high. Mostly too low. Pattern not safe.
"It gets pretty quiet in there."
Considerable right rudder on takeoff.
No left rudder in the turn downwind.
Need to slow it down by bringing the nose level sooner--you're doing it at 5 or 6 feet,I'd like it sooner, but it works for you.
"The angle"--get out far enough. Be high enough to make decisions.. power, flaps, (don't be losing 400 feet in the turn to base).
Breaking glide slope on checkride is a fail.
If you actually stall 20 feet above the runway and come down flat, you can break your back.
Sunday, June 24, 2007
Pilot's logbook
6/24 C-152 N69011 Lou JVY Lou Touch & Go's landings:10 1.7 hr MB
Church @ OLC, Baptisms @ St. Albert, then off to Bowman Field.
Today was fun. 3:00 PM. Cloudy, rainy, no-fly weather. So the place was full of instructors (Brandon, Jason, Mike and Tony) all sitting in the "boardroom" playing Flight Simulator. (Whatever version it was, it had the real terrain graphics. Awesome.) So I come in and Mike's flying, complaining about how you can't fly with that joystick. I have to say, if that's "not flying," I'm the monkey's uncle, but anyway, everybody was having fun.
While we were watching the rain, Brandon saw my Macbook and asked me whether I used X-Plane, so I pulled it up and we looked at it a little, but you really can't run it without the joystick. After that I showed them the slideshow of Alex R. and the cargo plane that he flies up in Alaska. I think the guys were pretty interested. I noticed Mike wrote the name of the company (Everts Air Cargo) on his hand. It might have been how many flying hours the dog has that caught his attention.
Ever optimistic, Mike called weather--800-WX BRIEF--but it was not VFR, so, we went over the pre-solo written test, and I've got that endorsed in my logbook. Mike corrected a couple of words, and the part that I thought (this morning) must be wrong--the problem where they ask you to figure takeoff distance for Bowman Field with a 50-foot obstacle and temperature and your training airplane--well, it turned out to be right. So. The 1340' takeoff ground roll (50'obstacle) on the Cessna POH becomes 1524' at 90º and Bowman Field. And the 1200'Landing Ground Roll (50' obstacle) becomes 1257'. The takeoff roll shows more difference because taking off involves engine performance (which is altered by altitude and temp) and the landing not so much because the engine is not involved in landing. It makes sense once somebody points it out.
We drew maps, traffic patterns, & approaches to Clark County. It wasn't complicated today. It just seemed like it last time we were up in the air.
Mike says I need confidence. I sortof agree, but the confidence comes from actually being on track with enough of the things I'm supposed to know and do, right?
Mike quizzed me on charts, we worked thru some of those performance problems in the Gleim book, and we kidded with Brandon about whether you could make the weather better just by looking at it on the computer every 5 minutes. Then I pointed out that there was a blue spot in the sky out the window behind Mike, and we got hopeful. Turns out it was good enough to go up.
We went to Clark County for touch & go's, then came back and made a few circuits at Bowman. It felt pretty good.
Things I didn't pick up on today:
"Taxiway Hotel closed between (whatever)" I'd have gone on and taxied the usual way, instead of asking ATC shouldn't we go around the southern perimeter.
I didn't understand ATC when they told us to extend our downwind, and then when they changed it to some version of "no, instead hurry up and just get down there," I didn't catch that either. Mike took us down. Sometimes I think he could make the plane go backwards if he wanted to. It's like, "OK, you want it where? (zing, zing, zing) There it is." Cool.
I mis-figured our time from the Hobbs.
But I wasn't missing as much this time. Landings were WAY better. (Still not nose-high enough, and I'm still misjudging approaches, but the wobbling on final was mercifully much reduced, and if I'm not getting them the way we want them, at least it's partially because I'm trying something and finding out how (or whether) it works.
Three or four times I had the same experience--that I thought we were about 2 feet off the ground when we actually touched down. Hey, at least it's consistent.
Back on the ground, Mike (who was tired) said it's a heck of a thing when your instructor has to work to keep from falling asleep during your lesson. I took that as a compliment.
Remember: Don't call the pattern legs at Bowman, unless ATC doesn't clear you for the landing, in which case you should call the final to jog his memory.
DO: read FAA handbook landing stuff.
Re-do performance problems.
Fly X-Plane back and forth from Bowman to Clark County.
Slips.
Church @ OLC, Baptisms @ St. Albert, then off to Bowman Field.
Today was fun. 3:00 PM. Cloudy, rainy, no-fly weather. So the place was full of instructors (Brandon, Jason, Mike and Tony) all sitting in the "boardroom" playing Flight Simulator. (Whatever version it was, it had the real terrain graphics. Awesome.) So I come in and Mike's flying, complaining about how you can't fly with that joystick. I have to say, if that's "not flying," I'm the monkey's uncle, but anyway, everybody was having fun.
While we were watching the rain, Brandon saw my Macbook and asked me whether I used X-Plane, so I pulled it up and we looked at it a little, but you really can't run it without the joystick. After that I showed them the slideshow of Alex R. and the cargo plane that he flies up in Alaska. I think the guys were pretty interested. I noticed Mike wrote the name of the company (Everts Air Cargo) on his hand. It might have been how many flying hours the dog has that caught his attention.
Ever optimistic, Mike called weather--800-WX BRIEF--but it was not VFR, so, we went over the pre-solo written test, and I've got that endorsed in my logbook. Mike corrected a couple of words, and the part that I thought (this morning) must be wrong--the problem where they ask you to figure takeoff distance for Bowman Field with a 50-foot obstacle and temperature and your training airplane--well, it turned out to be right. So. The 1340' takeoff ground roll (50'obstacle) on the Cessna POH becomes 1524' at 90º and Bowman Field. And the 1200'Landing Ground Roll (50' obstacle) becomes 1257'. The takeoff roll shows more difference because taking off involves engine performance (which is altered by altitude and temp) and the landing not so much because the engine is not involved in landing. It makes sense once somebody points it out.
We drew maps, traffic patterns, & approaches to Clark County. It wasn't complicated today. It just seemed like it last time we were up in the air.
Mike says I need confidence. I sortof agree, but the confidence comes from actually being on track with enough of the things I'm supposed to know and do, right?
Mike quizzed me on charts, we worked thru some of those performance problems in the Gleim book, and we kidded with Brandon about whether you could make the weather better just by looking at it on the computer every 5 minutes. Then I pointed out that there was a blue spot in the sky out the window behind Mike, and we got hopeful. Turns out it was good enough to go up.
We went to Clark County for touch & go's, then came back and made a few circuits at Bowman. It felt pretty good.
Things I didn't pick up on today:
"Taxiway Hotel closed between (whatever)" I'd have gone on and taxied the usual way, instead of asking ATC shouldn't we go around the southern perimeter.
I didn't understand ATC when they told us to extend our downwind, and then when they changed it to some version of "no, instead hurry up and just get down there," I didn't catch that either. Mike took us down. Sometimes I think he could make the plane go backwards if he wanted to. It's like, "OK, you want it where? (zing, zing, zing) There it is." Cool.
I mis-figured our time from the Hobbs.
But I wasn't missing as much this time. Landings were WAY better. (Still not nose-high enough, and I'm still misjudging approaches, but the wobbling on final was mercifully much reduced, and if I'm not getting them the way we want them, at least it's partially because I'm trying something and finding out how (or whether) it works.
Three or four times I had the same experience--that I thought we were about 2 feet off the ground when we actually touched down. Hey, at least it's consistent.
Back on the ground, Mike (who was tired) said it's a heck of a thing when your instructor has to work to keep from falling asleep during your lesson. I took that as a compliment.
Remember: Don't call the pattern legs at Bowman, unless ATC doesn't clear you for the landing, in which case you should call the final to jog his memory.
DO: read FAA handbook landing stuff.
Re-do performance problems.
Fly X-Plane back and forth from Bowman to Clark County.
Slips.
Saturday, June 23, 2007
Will and Cheryl's wedding
at Huber Winery. Beautiful ceremony. Beautiful reception. Good dinner.
Kelli & Mark. April and Zedung. Henry. Faline. Colored sand. Ralph and Jamie. Dotti and John.
Leaving, the engine quit on my Saturn, just clicked a little and we coasted on down the hill to Hwy 60. A young man named Jared and at least 5 Southern Indiana people stopped to offer assistance. AAA tow truck.
No oil. $$$$!! What was it that Alex and I saw in there yesterday if it wasn't oil?
Kelli & Mark. April and Zedung. Henry. Faline. Colored sand. Ralph and Jamie. Dotti and John.
Leaving, the engine quit on my Saturn, just clicked a little and we coasted on down the hill to Hwy 60. A young man named Jared and at least 5 Southern Indiana people stopped to offer assistance. AAA tow truck.
No oil. $$$$!! What was it that Alex and I saw in there yesterday if it wasn't oil?
Pilot's logbook
6/22 C-152 N69011 LOU JVY LOU Touch& go’s Landings:14 1.7 hr MB
Prep: flight sim, Gleim (landing and takeoff distance problems), rehearsed takeoff checklist.
Before next lesson:
Pre-solo written test
Checklist. Checklist. Checklist. Checklist.
Distances. Bernheim bridge? 50 ft. 40, 30, 20, 15, 12, 10, 6, 3.
Write up and rehearse all radio calls Bowman to JVY & back. Complete routine. Absolute.
Flight sim From Bowman to Clark Co. & back. GET IT DOWN.
How do we get to the airport? Altitudes. Course headings. How do you enter the pattern? Figure out all runways. Figure out all radio communications. Draw the airports.
Clark Co. Airport Advisory Frequency.
Clark County Traffic, Cessna 96011 is inbound 2 miles East, will be crossing midpoint, entering left downwind for runway 18.
Bowman Tower, Cessna 96011 is over Six Mile Island, 1700 ft, information Victor, inbound.
Next lesson: Ask Mike to do six landings in a row.
Prep: flight sim, Gleim (landing and takeoff distance problems), rehearsed takeoff checklist.
Before next lesson:
Pre-solo written test
Checklist. Checklist. Checklist. Checklist.
Distances. Bernheim bridge? 50 ft. 40, 30, 20, 15, 12, 10, 6, 3.
Write up and rehearse all radio calls Bowman to JVY & back. Complete routine. Absolute.
Flight sim From Bowman to Clark Co. & back. GET IT DOWN.
How do we get to the airport? Altitudes. Course headings. How do you enter the pattern? Figure out all runways. Figure out all radio communications. Draw the airports.
Clark Co. Airport Advisory Frequency.
Clark County Traffic, Cessna 96011 is inbound 2 miles East, will be crossing midpoint, entering left downwind for runway 18.
Bowman Tower, Cessna 96011 is over Six Mile Island, 1700 ft, information Victor, inbound.
Next lesson: Ask Mike to do six landings in a row.
Thursday, June 21, 2007
Pilot's logbook
6-21 C-152 N69011 LOU JVY LOU Touch & Go's 18 landings 2.2 hr MB
Seat belt tab, yank up to loosen.
Number the engine start checklist.
Runway 32.
Radio.
Clark County from Bowman.
Nose-high landing.
Center line.
Look down the runway
Nose up to the top of the runway(?)
Use glide slope.
Aviation is a field where effort doesn’t count for much.
Air conditioning. ← add to the list
Hopping crow. Split tongue to talk.
67 hours.
Seat belt tab, yank up to loosen.
Number the engine start checklist.
Runway 32.
Radio.
Clark County from Bowman.
Nose-high landing.
Center line.
Look down the runway
Nose up to the top of the runway(?)
Use glide slope.
Aviation is a field where effort doesn’t count for much.
Air conditioning. ← add to the list
Hopping crow. Split tongue to talk.
67 hours.
Alex
Met at airport.
Beth's battery dead. AAA. Watching airplanes and helicopters. Tornados and pilot headset.
Alex looked for fossils and watered plants with Grandpa.
Supper, Free Willy & popcorn.
Morning: He helped me with Density Altitude charts and arithmetic problems, corrected my figures by adding the commas after the thousands.
Then he took the flight simulator to new highs. He can fly the c-150 pretty well, but you should see him with the F-4, the Mars planes, the Mega-planes!
Leaving, the oil light came on on my car, so I pulled over. Alex was the one who found the levers to open the hood, put up the support rod as soon as I opened it, reached in, checked the oil, pronounced it OK, then when I asked "Are you sure?" said "it's over the line, but let's check it again," wiped it clean, put it back in and checked it again.
Piano: "Hold that Tiger" is his current favorite.
Pretty sharp.
Beth's battery dead. AAA. Watching airplanes and helicopters. Tornados and pilot headset.
Alex looked for fossils and watered plants with Grandpa.
Supper, Free Willy & popcorn.
Morning: He helped me with Density Altitude charts and arithmetic problems, corrected my figures by adding the commas after the thousands.
Then he took the flight simulator to new highs. He can fly the c-150 pretty well, but you should see him with the F-4, the Mars planes, the Mega-planes!
Leaving, the oil light came on on my car, so I pulled over. Alex was the one who found the levers to open the hood, put up the support rod as soon as I opened it, reached in, checked the oil, pronounced it OK, then when I asked "Are you sure?" said "it's over the line, but let's check it again," wiped it clean, put it back in and checked it again.
Piano: "Hold that Tiger" is his current favorite.
Pretty sharp.
Wednesday, June 20, 2007
distances
Clark Co. Airport is 10 miles NNW of Bowman Field. (330º)
Clark Co. Airport is 5 1/2 mi west of 12-mile island.
Clark Co. Airport is 5 1/2 mi NW (315º) of 6-mile island.
The road grid in that area of southern Indiana (between the river and the airport)is diagonal--runs NW to SE, SW to NE.
The two big quarries are 1 1/2 mi. North of the airport and 5 mi. north of the airport.
The little quarry is 1 1/2 mi. east of the airport.
Bowman Field is almost 6 miles south (175º) of Six-Mile Island.
Lee Bottom is 25-30 miles upriver from Bowman field, about a mile upriver from the power plant.
Clark Co. Airport is 5 1/2 mi west of 12-mile island.
Clark Co. Airport is 5 1/2 mi NW (315º) of 6-mile island.
The road grid in that area of southern Indiana (between the river and the airport)is diagonal--runs NW to SE, SW to NE.
The two big quarries are 1 1/2 mi. North of the airport and 5 mi. north of the airport.
The little quarry is 1 1/2 mi. east of the airport.
Bowman Field is almost 6 miles south (175º) of Six-Mile Island.
Lee Bottom is 25-30 miles upriver from Bowman field, about a mile upriver from the power plant.
Excerpt
Helping Memory
Our brain is ever changing and rebuilding itself. Limit your fat intake.
1. Improve your ability to remember times-three by writing out the material. Put it into your long-term memory by reviewing it three times the first day.
2. If we think of something as important we can remember it. Make a post-it of material that is important.
3. Review out loud material you need to remember tomorrow just before bedtime. Do not allow other sounds while studying. Check your memory recall the next morning.
4. Just as hearing a sight fail with age so does smell and taste. Eating properly maintains brain function.
5. You must have some activity for a considerable part of the day that provides brain stimulation. TV is not a brain stimulant.
6. Stress is the major cause of forgetting. Continuous stress can kill brain cells.
7. Meditation and similar activities will reduce stress and improve memory.
8. Focus on the pleasures begot by good memories. Be positive in your expectation to be able to remember.
9. Seek out and hang on to new ideas. Review the new ideas from lessons in the recent past.
10. You will remember new ideas if you can associate them with history and events.
11. Read and study applicable texts with emphasis upon vocabulary improvement.
Our brain is ever changing and rebuilding itself. Limit your fat intake.
1. Improve your ability to remember times-three by writing out the material. Put it into your long-term memory by reviewing it three times the first day.
2. If we think of something as important we can remember it. Make a post-it of material that is important.
3. Review out loud material you need to remember tomorrow just before bedtime. Do not allow other sounds while studying. Check your memory recall the next morning.
4. Just as hearing a sight fail with age so does smell and taste. Eating properly maintains brain function.
5. You must have some activity for a considerable part of the day that provides brain stimulation. TV is not a brain stimulant.
6. Stress is the major cause of forgetting. Continuous stress can kill brain cells.
7. Meditation and similar activities will reduce stress and improve memory.
8. Focus on the pleasures begot by good memories. Be positive in your expectation to be able to remember.
9. Seek out and hang on to new ideas. Review the new ideas from lessons in the recent past.
10. You will remember new ideas if you can associate them with history and events.
11. Read and study applicable texts with emphasis upon vocabulary improvement.
pilot's logbook
6/20 C-152 N69011 Lou Jvy Lou Stalls, slow flight, ER procedures, touch & go's. 10 landings, 1.9 hr MB
I started doing the radio calls for landing pattern. Still don't land right. Depth perception. Hand/eye coordination. Concentration(?)
Inconsistent.
Too high.
Too fast.
More level approach.
More nose-up after flare.
Inconsistent.
"I can't think of anything else to tell you."
Look way ahead down the runway.
Beth, Alex & Ben. Dead battery.
I started doing the radio calls for landing pattern. Still don't land right. Depth perception. Hand/eye coordination. Concentration(?)
Inconsistent.
Too high.
Too fast.
More level approach.
More nose-up after flare.
Inconsistent.
"I can't think of anything else to tell you."
Look way ahead down the runway.
Beth, Alex & Ben. Dead battery.
Monday, June 18, 2007
Pilot's logbook
6/18 C-152 N69011 Lou Lou XW Touch & Go's #lndgs:11 1.2 hr MB
I did a lot of flight simulator work today. Morning (before going to the dentist) and afterwards, too. I'm still doing it with joystick, which is actually going better. I didn't think it was possible, but I'm usually doing most of the pattern pretty smoothly. Today I used runway 24 at Bowman, and I had practiced the same runway most of today on the simulator. Now that I'm flying the sim better, I can see that I make some of the same mistakes on both of them: having trouble getting lined up on final, blowing through the turn on final, not losing enough altitude on the landing legs,
I took my flashcards to Dr. Derhake's office. I've got a couple in there that seem to conflict. Hmmm...
7 pm lesson with Mike. I was hoping I'd get the whole takeoff done without his having to say anything, but it didn't quite happen. Closer, though.
Cross-wind correction.
Nose-high landing attitude. Consistancy. Constant rate of descent on base & final.
Consistancy.
Airspeed for final. Too often coming in too fast.
On final: immediate correction with ailerons. Be patient on the flare.
Rats! I forgot to get the POH book. I need it for the Gleim & Jeppesen chapters.
I did a lot of flight simulator work today. Morning (before going to the dentist) and afterwards, too. I'm still doing it with joystick, which is actually going better. I didn't think it was possible, but I'm usually doing most of the pattern pretty smoothly. Today I used runway 24 at Bowman, and I had practiced the same runway most of today on the simulator. Now that I'm flying the sim better, I can see that I make some of the same mistakes on both of them: having trouble getting lined up on final, blowing through the turn on final, not losing enough altitude on the landing legs,
I took my flashcards to Dr. Derhake's office. I've got a couple in there that seem to conflict. Hmmm...
7 pm lesson with Mike. I was hoping I'd get the whole takeoff done without his having to say anything, but it didn't quite happen. Closer, though.
Cross-wind correction.
Nose-high landing attitude. Consistancy. Constant rate of descent on base & final.
Consistancy.
Airspeed for final. Too often coming in too fast.
On final: immediate correction with ailerons. Be patient on the flare.
Rats! I forgot to get the POH book. I need it for the Gleim & Jeppesen chapters.
Sunday, June 17, 2007
X-Plane
I'm still hoping that the gizmo I ordered on eBay will let me hook John & Theresa's flight yoke to my laptop. It hasn't come in yet. (Ordering problems online).
In the meantime, I'm flying with joystick. If nothing else, it shows me how much difference practice makes. Sometimes I actually fly smoothly.
The airport is accurate, and the roads and bodies of water are too, but the ground is "simulated" house and such. Between that and the fact that it's just plain hard to see, flying the sim is a lot harder than flying the plane. It is really worth doing, though. If nothing else, I get to be the voice saying, "Nose down." "500 ft. per minute." "Airspeed."
I've flown sim at Bowman Field, Clark County, Standiford Field. It gets the weather from the current METAR. Today it thought it was raining at Bowman Field, so I flew in the rain.
Since I have the baby MacBook. without the graphics processor, I don't know whether my scenery is the norm for this program, or if there's more to it if you have the processing power.
Regardless, the sim makes me use all the instruments and clues I can find, which is increasing my fluency a lot!
The new Microsoft Flight Simulator looks to be awesome, with real satellite imagery. It doesn't run on my Parallels. I checked.
In the meantime, I'm flying with joystick. If nothing else, it shows me how much difference practice makes. Sometimes I actually fly smoothly.
The airport is accurate, and the roads and bodies of water are too, but the ground is "simulated" house and such. Between that and the fact that it's just plain hard to see, flying the sim is a lot harder than flying the plane. It is really worth doing, though. If nothing else, I get to be the voice saying, "Nose down." "500 ft. per minute." "Airspeed."
I've flown sim at Bowman Field, Clark County, Standiford Field. It gets the weather from the current METAR. Today it thought it was raining at Bowman Field, so I flew in the rain.
Since I have the baby MacBook. without the graphics processor, I don't know whether my scenery is the norm for this program, or if there's more to it if you have the processing power.
Regardless, the sim makes me use all the instruments and clues I can find, which is increasing my fluency a lot!
The new Microsoft Flight Simulator looks to be awesome, with real satellite imagery. It doesn't run on my Parallels. I checked.
Friday, June 15, 2007
Wednesday, June 13, 2007
snippets
How to correct it? Forget the nose of th airplane. Put one of your
feet on each side of the centerline and keep them there. Even as you
flare, don't try to put the airplane on the centerline. Put your butt
on the centerline instead. If you do, you'll land on target every
time.
----------
Once established on a short final, use the AILERONS to keep the
airplane over the extended centerline of the runway. Use the
rudders independantly to keep the nose pointed toward the far
end of the runway. Once the wheels are firmly on the ground
you go ahead and steer with the rudders. Still, however, toward
the far end of the runway! :-) Keep trying to keep the airplane
over the centerline with the ailerons even when you are on the
ground. It doesn't hurt a thing, and helps a lot with directional
control.
---------------
Just hang in there. I, like others here, think the whole flare thing is a
feeling. Although I have noticed that for me I would momentarily pause at
level flight and wait for the sink. It almost feels like the seat falls out
from under you. It is not violent, it is subtle so you have to feel for it.
Then start an nice smooth rotation right to the stall hour and wait for it
to settle on the runway. For short field let the sink feeling settle a
little more than usual.
As far as the center line. On final, line it up between your peddles. Allow
it to slightly drift toward the center of the plane as you progress down
final. Most people want to line the center line up on their dominate eye.
Normally if you are right handed it is your right eye.
---------
Center it, Aim it, 60 knots (Cessna 152, anyway)
Your best bet is to roll out on the centerline for final. If you're
not on the centerline, sideslip. Sideslipping is great because you
can move quite far while still being parallel to the runway. If
you try just using the ailerons to center, you will be very frustrated
as you overturn the centerline and "overcorrect yourself to death".
Make sure you don't make the mistake of thinking the ailerons and
rudder are "welded" together - they are separate controls and a little
rudder goes a long way in centering over the theshold.
-------------
There are two parts to road out of the "never gonna get it" stage.
First is technique.
Make sure your approaches are as consistant as possible. A
consistant approach makes a consistant landing. If you're flying
from a controlled airport where you must constantly adjust your
pattern, try a couple sessions at a quiet uncontrolled airport
where you can fly a consistant pattern. You may find it helps
you to make a written list of what you should do at each point
ie "abeam numbers-pick a point to track towards, power to 1700,
10 deg flaps, trim for 70 kts. Check track. Rwy halfway between
wing and tail, pick a point to turn towards, check power 1500,
20 deg flaps, trim for 65 kts. Check track, look at runway rectange,
ask "am I too high or low?" Extended runway center just ahead
of nose (or as required for wind), turn final, pick aim point
and be sure it doesn't move, adjust power if necessary (decrease
if aim point is dropping in windshield, increase if aim point is
rising in windshield), 30 deg flaps if necessary, trim for 60 kts."
If you're not a written list kind of guy, you might try "chair
flying" through a pattern where you visualize everything which
happens, or recite what you need to do out loud. Strive to turn
final at the same height and distance every time. Go over this
list with your CFI before the lesson.
Airspeed is critical, be sure it is in and *trimmed*. If you're
having trouble with the pattern, you might just practice the
pattern or practice a rectangular ground reference maneuver using
a road as a runway, to help get the hang of the power changes and
when to turn.
You may find it helpful to ask your CFI to do the first landing,
while you watch. As you cross the threshold, look down at the
end of the runway and note both how the end of the runway looks,
and how the grass, runway edges, lights etc look in your peripheral
vision when your CFI starts to flare. Watch where the nose is
relative to the end of the runway as he flares (this is different
depending on how tall you are and what plane you're flying). Note
that the flare doesn't so much increase the pitch of the nose, as
constantly increase the elevator to keep the nose in the same place.
Now when you fly, try to reproduce this view. Ask for feedback --
too high, too low, flaring too soon, too late, too slow, too fast.
If you lose "the Picture" of what a good landing should look like,
ask for another demo.
You might try full stop landings if you're doing T&Gs, so that
you have extra time to think about and talk through each pattern
and landing with your CFI.
-----------
feet on each side of the centerline and keep them there. Even as you
flare, don't try to put the airplane on the centerline. Put your butt
on the centerline instead. If you do, you'll land on target every
time.
----------
Once established on a short final, use the AILERONS to keep the
airplane over the extended centerline of the runway. Use the
rudders independantly to keep the nose pointed toward the far
end of the runway. Once the wheels are firmly on the ground
you go ahead and steer with the rudders. Still, however, toward
the far end of the runway! :-) Keep trying to keep the airplane
over the centerline with the ailerons even when you are on the
ground. It doesn't hurt a thing, and helps a lot with directional
control.
---------------
Just hang in there. I, like others here, think the whole flare thing is a
feeling. Although I have noticed that for me I would momentarily pause at
level flight and wait for the sink. It almost feels like the seat falls out
from under you. It is not violent, it is subtle so you have to feel for it.
Then start an nice smooth rotation right to the stall hour and wait for it
to settle on the runway. For short field let the sink feeling settle a
little more than usual.
As far as the center line. On final, line it up between your peddles. Allow
it to slightly drift toward the center of the plane as you progress down
final. Most people want to line the center line up on their dominate eye.
Normally if you are right handed it is your right eye.
---------
Center it, Aim it, 60 knots (Cessna 152, anyway)
Your best bet is to roll out on the centerline for final. If you're
not on the centerline, sideslip. Sideslipping is great because you
can move quite far while still being parallel to the runway. If
you try just using the ailerons to center, you will be very frustrated
as you overturn the centerline and "overcorrect yourself to death".
Make sure you don't make the mistake of thinking the ailerons and
rudder are "welded" together - they are separate controls and a little
rudder goes a long way in centering over the theshold.
-------------
There are two parts to road out of the "never gonna get it" stage.
First is technique.
Make sure your approaches are as consistant as possible. A
consistant approach makes a consistant landing. If you're flying
from a controlled airport where you must constantly adjust your
pattern, try a couple sessions at a quiet uncontrolled airport
where you can fly a consistant pattern. You may find it helps
you to make a written list of what you should do at each point
ie "abeam numbers-pick a point to track towards, power to 1700,
10 deg flaps, trim for 70 kts. Check track. Rwy halfway between
wing and tail, pick a point to turn towards, check power 1500,
20 deg flaps, trim for 65 kts. Check track, look at runway rectange,
ask "am I too high or low?" Extended runway center just ahead
of nose (or as required for wind), turn final, pick aim point
and be sure it doesn't move, adjust power if necessary (decrease
if aim point is dropping in windshield, increase if aim point is
rising in windshield), 30 deg flaps if necessary, trim for 60 kts."
If you're not a written list kind of guy, you might try "chair
flying" through a pattern where you visualize everything which
happens, or recite what you need to do out loud. Strive to turn
final at the same height and distance every time. Go over this
list with your CFI before the lesson.
Airspeed is critical, be sure it is in and *trimmed*. If you're
having trouble with the pattern, you might just practice the
pattern or practice a rectangular ground reference maneuver using
a road as a runway, to help get the hang of the power changes and
when to turn.
You may find it helpful to ask your CFI to do the first landing,
while you watch. As you cross the threshold, look down at the
end of the runway and note both how the end of the runway looks,
and how the grass, runway edges, lights etc look in your peripheral
vision when your CFI starts to flare. Watch where the nose is
relative to the end of the runway as he flares (this is different
depending on how tall you are and what plane you're flying). Note
that the flare doesn't so much increase the pitch of the nose, as
constantly increase the elevator to keep the nose in the same place.
Now when you fly, try to reproduce this view. Ask for feedback --
too high, too low, flaring too soon, too late, too slow, too fast.
If you lose "the Picture" of what a good landing should look like,
ask for another demo.
You might try full stop landings if you're doing T&Gs, so that
you have extra time to think about and talk through each pattern
and landing with your CFI.
-----------
The other side of Bowman Field
Aero Club of Louisville, Ky
Jim Nolen OT’s (Old Taildraggers?) Hangar. Prices: $50/hr wet. “Bowman Eagles”
Works parttime at Sullivan University. Wife taught music at school for the blind 38 years. Daughter 1st violin Cleveland(?) Symphony, Son in Texas. Learned to fly at 55.
Switch to Sport pilot before you lose your licence on a physical
Young Eagles out of Oshkosh program that gets young people (13? To 17) a first flight at no cost, put their names in a logbook.
Lee Bottom 122.9 2nd Sunday of the Month 2:00 hangout & icecream.
For a gate pass, see Mike over across the driveway. Have friends in the Bowman Eagles Cost would be refunded, he thinks.
Laura Benson Putney Started Cardinal Wings Flying School, largest in the area for 9 years. Sold it to somebody, they sold it. She’s starting up a new flight school. 2 little kids.
Richard: construction. Parachuting. Free-form. He works for the construction company that just made a new taxi-way connecting the two parts of the airport. He says now they're working on a new parallel runway.
Visit the Tower. Call first.
Go over to Louisville Aviation. Starting a Flight School. Back porch has picnic tables and shade. Conversation between parent and a pilot I’ve seen before: He’s instructor since age 19, flies commercially, talking about teaching his son.
Jim Nolen OT’s (Old Taildraggers?) Hangar. Prices: $50/hr wet. “Bowman Eagles”
Works parttime at Sullivan University. Wife taught music at school for the blind 38 years. Daughter 1st violin Cleveland(?) Symphony, Son in Texas. Learned to fly at 55.
Switch to Sport pilot before you lose your licence on a physical
Young Eagles out of Oshkosh program that gets young people (13? To 17) a first flight at no cost, put their names in a logbook.
Lee Bottom 122.9 2nd Sunday of the Month 2:00 hangout & icecream.
For a gate pass, see Mike over across the driveway. Have friends in the Bowman Eagles Cost would be refunded, he thinks.
Laura Benson Putney Started Cardinal Wings Flying School, largest in the area for 9 years. Sold it to somebody, they sold it. She’s starting up a new flight school. 2 little kids.
Richard: construction. Parachuting. Free-form. He works for the construction company that just made a new taxi-way connecting the two parts of the airport. He says now they're working on a new parallel runway.
Visit the Tower. Call first.
Go over to Louisville Aviation. Starting a Flight School. Back porch has picnic tables and shade. Conversation between parent and a pilot I’ve seen before: He’s instructor since age 19, flies commercially, talking about teaching his son.
Fwd: [MD] tripartite reality
Begin forwarded message:
From: Maggie Hettinger <mhettinger@mac.com>Date: June 13, 2007 3:18:40 PM EDTSubject: Re: [MD] tripartite realityIn an obscure novel, Ursula LeGuin wrote:"The differencebetween one and more than oneis all the difference in the world.Indeed it is the world."^|____ yang, source, mechanism, creation reality, dynamic-->staticOn Jun 13, 2007, at 3:29 AM, Rebecca Temmer wrote:The Tao gives birth to One.One gives birth to Two.Two gives birth to Three.Three gives birth to all things.^|____ yin, result, recreation, static-->dynamic
pilot's logbook
6/13 8:30 AM C-152 N89933 LOU JVY Stalls, slow flight, steep turns, touch & go's # lndgs: 9 MB
prep: lots of flash card study yesterday. One of the cards was Mike's landing pattern card, and I spent hours (literally, since one big family of piano students didn't show up for lessons, and I had spaces in there anyway) interspersing quick literal answers with "air flying" (like air guitar) and talking my way from Six MIle Island to Air Center One tie-down. I added the phrase, "899, student pilot, say again please," liberally to the radio calls so when I need it it might just come out nicely.
Last night I renovated my Pilot's Checklist: I added the word "LOCK" to the engine primer step, clipped a couple of notecards in the back so I don't have to fumble for notepaper, and made a sticker with a couple of maps of Bowman field for the other side of that page.
This morning I put a sprig of mint and a daisy in my pocket, put the daisy on the dashboard of the plane, and hoped for the best. It was night-and-day better.
We did simple things--turns (came out on the wrong heading on one, oops), slow flight, stall recovery, basic flying, looked for landmarks, flew over a beautiful grass airport which might be Lee Bottom, then touch-and-go's at Clark Co. Airport.
I'm trying to figure out why I wobble the wings on takeoff and landing. Mike says it's holding the controls too tightly--use 3 fingers. I think if I could clean that up the rest would be a snap.
So, the session was much better. Mike said the checklist work was text-book perfect. Good flying. 4 great landings.
(The last landing at Bowman Field was horrible.)
Walking back, we were talking (don't remember what, harmonicas or something) and Mike said he used to, or sometime does, strum a guitar. He made a strumming motion left-handed. In that instant, I felt a non-physical breeze or a brightening, or a Claritin Clear commercial. I asked him if he played left-handed, which he doesn't, he just had stuff in his other hand. The funny thing was that in that instant, I had my whole brain/self at my disposal, which obviously wasn't previously, even though things were going well. I'm gonna crack this nut.
Engine fire: If the engine catches fire on the ground, ie there's smoke and/or flames showing, you should hold the ignition key on for a minute or two to see if it won't suck the fire back into the engine where it belongs. If it doesn't work quickly, leave.
prep: lots of flash card study yesterday. One of the cards was Mike's landing pattern card, and I spent hours (literally, since one big family of piano students didn't show up for lessons, and I had spaces in there anyway) interspersing quick literal answers with "air flying" (like air guitar) and talking my way from Six MIle Island to Air Center One tie-down. I added the phrase, "899, student pilot, say again please," liberally to the radio calls so when I need it it might just come out nicely.
Last night I renovated my Pilot's Checklist: I added the word "LOCK" to the engine primer step, clipped a couple of notecards in the back so I don't have to fumble for notepaper, and made a sticker with a couple of maps of Bowman field for the other side of that page.
This morning I put a sprig of mint and a daisy in my pocket, put the daisy on the dashboard of the plane, and hoped for the best. It was night-and-day better.
We did simple things--turns (came out on the wrong heading on one, oops), slow flight, stall recovery, basic flying, looked for landmarks, flew over a beautiful grass airport which might be Lee Bottom, then touch-and-go's at Clark Co. Airport.
I'm trying to figure out why I wobble the wings on takeoff and landing. Mike says it's holding the controls too tightly--use 3 fingers. I think if I could clean that up the rest would be a snap.
So, the session was much better. Mike said the checklist work was text-book perfect. Good flying. 4 great landings.
(The last landing at Bowman Field was horrible.)
Walking back, we were talking (don't remember what, harmonicas or something) and Mike said he used to, or sometime does, strum a guitar. He made a strumming motion left-handed. In that instant, I felt a non-physical breeze or a brightening, or a Claritin Clear commercial. I asked him if he played left-handed, which he doesn't, he just had stuff in his other hand. The funny thing was that in that instant, I had my whole brain/self at my disposal, which obviously wasn't previously, even though things were going well. I'm gonna crack this nut.
Engine fire: If the engine catches fire on the ground, ie there's smoke and/or flames showing, you should hold the ignition key on for a minute or two to see if it won't suck the fire back into the engine where it belongs. If it doesn't work quickly, leave.
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